EP0306229B1 - Fahrtregler-System für ein Kraftfahrzeug mit stufenloser Kraftübertragung - Google Patents

Fahrtregler-System für ein Kraftfahrzeug mit stufenloser Kraftübertragung Download PDF

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Publication number
EP0306229B1
EP0306229B1 EP88307911A EP88307911A EP0306229B1 EP 0306229 B1 EP0306229 B1 EP 0306229B1 EP 88307911 A EP88307911 A EP 88307911A EP 88307911 A EP88307911 A EP 88307911A EP 0306229 B1 EP0306229 B1 EP 0306229B1
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EP
European Patent Office
Prior art keywords
transmission ratio
speed
downshift
vehicle
cruise control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88307911A
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English (en)
French (fr)
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EP0306229A1 (de
Inventor
Yoshihiko Morimoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Fuji Jukogyo KK
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Filing date
Publication date
Application filed by Fuji Jukogyo KK filed Critical Fuji Jukogyo KK
Publication of EP0306229A1 publication Critical patent/EP0306229A1/de
Application granted granted Critical
Publication of EP0306229B1 publication Critical patent/EP0306229B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
    • B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
    • B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/186—Coasting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Definitions

  • a cruise control system for controlling the transmission ratio and drive speed of the motor vehicle to a constant speed condition, and more particularly to a system for decelerating the vehicle from the constant speed condition.
  • a control system of the aforesaid type when deceleration of the vehicle is initiated by the driver, the vehicle is decelerated by reducing the degree of opening of a throttle valve without downshifting the transmission.
  • the transmission ratio is changes stepwisely. Accordingly, if the transmission is downshifted from a coasting condition, the vehicle is excessively decelerated with an accompanying shock, thereby impairing driving characteristics. Thus it is preferable to decelerate the vehicle by closing the throttle valve.
  • Japanese Patent Application Laid-Open 60-135335 discloses a cruise control system for a motor vehicle with a continuously variable belt-drive automatic transmission (CVT) wherein current control means is provided for controlling current passing to a throttle actuator in accordance with a difference between a set vehicle speed Vs and an actual vehicle speed V. Correcting means is provided for correcting transmission ratio i for the transmission in accordance with the throttle actuator current or a control signal for the current control means, thereby controlling the actual vehicle speed V to the set vehicle speed Vs.
  • CVT continuously variable belt-drive automatic transmission
  • the deceleration rate of the vehicle speed depends solely on the rate of reduction of the engine torque.
  • the vehicle is slowly decelerated. Accordingly, the driver, feeling endangered by the delay of the deceleration, depresses a brake pedal, which disengages the cruise control. In order to resume cruise control, a setting operation must be completed.
  • the object of the present invention is to provide a cruise control system for a vehicle having a CVT whereby the vehicle is sufficiently quickly decelerated from coasting without causing shock.
  • a cruise control system for a motor vehicle having a continuously variable transmission comprising a coasting switch for producing a coasting signal when actuated during vehicle cruising; an actuator responsive to the coasting signal for closing a throttle valve of the vehicle engine; and downshift means to downshift the transmission ratio characterised in that the downshift means is responsive to the coasting signal to downshift the transmission ratio by a predetermined amount.
  • a motor vehicle is provided with an engine 1, an electromagnetic powder clutch 2 for transmitting the power of the engine to a continuously variable belt-drive transmission 4 through a selector means mechanism 3.
  • the belt-drive transmission 4 has a main shaft 5 and an output shaft 6 provided in parallel with the main shaft 5.
  • a drive pulley (primary pulley) 7 and a driven pulley (secondary pulley) 8 are mounted on shafts 5 and 6 respectively.
  • a fixed conical disc 7b of the drive pulley 7 is integral with main shaft 5 and an axially movable conical disc 7a is axially slidably mounted on the main shaft 5.
  • the movable conical disc 7a also slides in a cylinder 9 formed on the main shaft 5 to provide a servo device.
  • a fixed conical disc 8b of the driven pulley 8 is formed on the output shaft 6 opposite a movable conical disc 8a.
  • the conical disc 8a has a cylindrical portion which is slidably engaged in a cylinder 10 of the output shaft 6 to form a servo device.
  • a drive belt 11 engages with the drive pulley 7 and the driven pulley 8.
  • the cylinder 9 of the drive pulley 7 is so designed that the pressure receiving area thereof is larger than that of the cylinder 10 of the driven pulley 8.
  • the running diameter of the drive belt 11 on the pulleys is varied dependent on driving conditions.
  • a drive gear 12 Secured to the output shaft 6 is a drive gear 12 which engages with an intermediate reduction gear 12a on an intermediate shaft 13.
  • An intermediate gear 14a on the shaft 13 engages with a final gear 14.
  • the rotation of the final gear 14 is transmitted to axles 16a of vehicle driving wheels 16 through a differential 15.
  • a throttle valve 18 is mounted in an intake manifold 17 of the engine 1.
  • An actuator 19 is operatively connected to the throttle valve 18 for controlling the throttle valve 18 in accordance with an output signal from a control unit 40.
  • the cylinder 9 of the drive pulley 7 is supplied with pressurized oil by an oil pump 20 from an oil reservoir 31 passing through a line pressure passage 21, a line pressure control valve 22, transmission ratio control valve 23, and passage 24.
  • the cylinder 10 of driven pulley 8 is applied with pressurized oil through a passage 21b.
  • the passage 21 is further communicated with a regulator valve 25 through an orifice 32.
  • a constant pressure of oil regulated at the regulator valve 25 is provided in a passage 26.
  • the passage 26 is communicated with an end chamber of the line pressure control valve 22 through an orifice 32a, a solenoid operated on-off valve 27 and an accumulator 30, with an end chamber of the transmission ratio control valve 23 through an orifice 32b and a solenoid operated on-off valve 28, and with the other end chamber of the valve 23 through a passage 26a and an orifice 32c.
  • the solenoid operated valves 27 and 28 are operated by duty signals from the control unit 40. When energized, valves 27 and 28 are communicated with a drain passage 29. Thus, actuating pressures controlled by the on-off valves 27 and 28 are applied to control valves 22 and 23.
  • the line pressure control valve 22 controls the line pressure PL in accordance with the transmission ratio.
  • the transmission ratio control valve 23 has a spool which is shifted to an oil supply position by control oil in the opposite end chambers, communicating the passage 21 with the passage 24 and to an oil drain position for draining the oil from the passage 24.
  • the operating conditions in two positions varies in accordance with the duty ratio, so that the flow rate of oil supplied to or drained from the cylinder 9 of the drive pulley 7 is controlled to provide optimum transmission ratio in dependence on the opening degree of the throttle valve and the speed of the engine.
  • the control unit 40 consisting of a microcomputer is provided with the transmission ratio control system and the line pressure control system, to which the cruise control system is operatively connected.
  • the system has a drive pulley speed sensor 44, driven pulley speed sensor 42, throttle valve position sensor 43, main switch 45 for starting the cruise control, set/coast switch 46, brake switch 48, engine speed sensor 41, resume switch 47, and select position sensor 49.
  • the set/coast switch 46 is adapted to produce a cruise set signal when a button of the switch is depressed for a short period and to produce a coast signal while the button is continuously depressed over a predetermined period.
  • the actual transmission ratio i and output signal ⁇ of the throttle position sensor 43 are fed to a desired drive pulley speed first table 51 to derive a desired drive pulley speed Npd in accordance with values of the ratio i and signal ⁇ .
  • the desired drive pulley speed Npd and the driven pulley speed N s are fed to a desired transmission ratio calculator 52 to calculate a desired transmission ratio id in accordance with the speeds Npd and N s which corresponds to vehicle speed.
  • the desired transmission ratio id is fed to a desired transmission ratio changing speed calculator 54 which produces a desired transmission ratio changing speed did/dt.
  • the speed did/dt is the amount of change of the desired transmission ratio id during a predetermined time interval.
  • a coefficient setting section 55 is provided for producing coefficients K1 and K2.
  • the term of (id - i) is a control quantity dependent on the difference between the desired and actual transmission ratios and did/dt is a term for advancing the phase of the control operation.
  • the duty ratio D is supplied to a solenoid operated on-off valve 28 through a driver 57.
  • engine speed Ne from the engine speed sensor 41 and throttle opening degree ⁇ from the throttle position sensor 43 are applied to an engine torque table 58 to derive an engine torque T.
  • the engine torque T and the actual transmission ratio i from the calculator 50 is applied to a desired line pressure table 59 to derive a desired line pressure P LD .
  • the desired line pressure P LD and the maximum line pressure P LM are applied to a reduced line pressure calculator 61 wherein a reduced line pressure P LR is calculated based on the proportion of the desired line pressure P LD to the maximum line pressure P LM .
  • the reduced line pressure P LR is applied to a duty ratio table 62 to derive a duty ratio D L corresponding to the reduced line pressure P LR .
  • the duty ratio D L is supplied to a driver 63 which operates a solenoid operated on-off valve 27 at the duty ratio.
  • a desired driven pulley speed deciding section 65 is applied with the driven pulley speed signal N s from the sensor 42, and output signals from switches 45 to 47.
  • the desired driven pulley speed deciding section 65 operates to set the driven pulley speed N s applied to the section 65 at that time as a desired driven pulley speed N SDCR , that is a desired cruising speed.
  • a cruise control cancel deciding section 64 is applied with output signals from the switches 45 to 48 and select position sensor 49.
  • the brake switch 48 is turned on, the set/coast switch 46 and the resume switch 47 are on at the same time, the select position sensor 49 produces a signal representing other ranges than a D range, or the main switch 45 is turned off, the cruise control cancel deciding section 64 operates to cancel the cruise control, so that the desired driven pulley speed N SDCR and an amount for actuating the actuator 19 becomes zero.
  • the section 65 derives the desired driven pulley speed N SDCR in accordance with the driven pulley speed Ns.
  • the output signal N SDCR is fed to a desired drive pulley speed second table 66 from which a desired drive pulley speed for the cruise control N PDCR is derived.
  • the signal N PDCR is applied to a desired drive pulley speed correcting section 67 where a corrected desired drive pulley speed N PDCR ′ is calculated in dependence on the desired drive pulley speed N PDCR and driven pulley speed N s from the section 66 and the sensor 42.
  • a vehicle speed increase/decrease deciding section 68 is provided to be applied with output signals from the switches 45, 46 and 47 to produce an acceleration signal or a deceleration signal.
  • the acceleration or the deceleration signal is applied to the desired transmission ratio calculator 52 to which the output signal of the correcting section 67 is applied, so as to obtain the desired transmission ratio id.
  • the output signals of the desired driven pulley speed deciding section 65 and cruise control cancel deciding section 64 are applied to a desired throttle valve opening degree table 69 so as to derive a desired throttle valve opening degree ⁇ D during the cruise control.
  • the desired throttle valve opening degree ⁇ D is applied to a desired throttle valve opening degree correcting section 70 to which the acceleration or deceleration signal from the section 68 is applied so as to correct the desired opening degree ⁇ D.
  • a corrected desired opening degree ⁇ D′ is applied to a throttle actuator actuating quantity deciding section 71, to which the output signal from the section 64 is applied.
  • the section 71 determines an actuator actuating quantity in accordance with the throttle opening degree 8 and the corrected desired degree ⁇ D′.
  • An output signal of the section 71 is applied through a driver 72 to the actuator 19 comprising a DC servo motor.
  • the throttle valve 18 is controlled for providing the desired opening degree ⁇ D′.
  • the vehicle speed increase/decrease deciding section 68 feeds a deceleration signal to the desired transmission ratio calculator 52 and the throttle opening degree correcting section 70.
  • a downshift quantity ⁇ i is added to an actual transmission ratio i at that time so as to downshift the transmission.
  • the downshift quantity ⁇ i is a function at least of the actual transmission ratio i and driven pulley speed N s , which is the present vehicle speed. Accordingly, the transmission is downshifted as shown by an arrow in Fig. 3.
  • the desired throttle opening degree correcting section 70 produces a signal so as to reduce the actuating quantity of the throttle actuator when the deceleration signal is applied thereto. Accordingly, the throttle valve is closed little by little thereby reducing the torque of the engine.
  • step S101 it is determined whether the vehicle is in a cruise control.
  • the program proceeds to a step S102 where the desired drive pulley speed N pd is derived from the first table 51 and further to a step S103 where the desired transmission ratio id is obtained. Thereafter, the program goes to a step S109 for the normal transmission ratio control.
  • step S101 it is determined at a step 104 whether the coasting is selected by the set/coast switch 46. If the coasting is not selected, the desired driven speed N SDCR and the desired drive pulley speed N PDCR are derived from the respective tables 65 and 66 at a step S105. At a step S106, the desired transmission ratio id is calculated at the calculator 52. The program further proceeds to the step S109.
  • step S107 When the coasting is determined at the step S104, it is further determined at a step S107 whether the program is the first loop immediately after the coasting signal is generated. If it is the first loop, at a step S108, the downshift quantity ⁇ i is added to the actual transmission ratio i at the desired transmission ratio calculator 52. Accordingly, the transmission is downshifted at the step S109 as shown in Fig. 3. Thus, engine brake is effectuated.
  • the program is a loop succeeding the first loop, the program proceeds directly to the step S109 from the step S107.
  • the transmission is downshifted right after the coasting is selected.
  • the throttle opening degree is decreased at a large transmission ratio than the cruising so that, as shown in the graph of Fig. 3, the vehicle is decelerated at a larger deceleration than the above described conventional cruising system.
  • the transmission downshifting quantity ⁇ i is set as a function of the actual transmission ratio i and driven pulley speed N s which is the vehicle speed, the quantity ⁇ i may be set as a constant value.
  • the present invention provides a cruise control system for a motor vehicle having a continuously variable transmission, wherein when a vehicle is intended for coasting, the vehicle speed can be decreased at a large deceleration by downshifting the transmission a predetermined quantity, as well as by closing the throttle valve. Accordingly, the driver need not to depress the brake pedal in order to decelerate. Thus the cruise control is kept.

Claims (2)

  1. Fahrtregler-System für ein Kraftfahrzeug mit stufenloser Kraftübertragung;
    mit einem Schiebebetrieb-Schalter (46), der bei Betätigung während der Fahrt ein Schiebebetrieb-Signal abgibt; mit einem Betätigungsglied (19), das auf das Schiebebetrieb-Signal anspricht und eine Drosselklappe (18) des Antriebsmotors schließt; und
    mit Zurückschaltmitteln zum Zurückschalten des Übersetzungsverhältnisses der Kraftübertragung;
    dadurch gekennzeichnet, daß
    die Zurückschaltmittel auf das Schiebebetrieb-Signal ansprechen, um das Übersetzungsverhältnis der Kraftübertragung um einen bestimmten Korrekturwert zurückzuschalten.
  2. System nach Anspruch 1, dadurch gekennzeichnet, daß die stufenlose Kraftübertragung folgende Teile enthält:
    - ein Antriebsriemenrad (7) mit einer hydraulisch verschiebbaren Scheibe (7a) und einer hydraulischen Servoeinrichtung (9) zur Verstellung der Scheibe (7a),
    - ein Abtriebsriemenrad (8) mit einer hydraulisch verschiebbaren Scheibe (8a) und einer hydraulischen Servoeinrichtung (10) zur Verstellung der Scheibe (8a),
    - einen um beide Riemenräder (7 und 8) geschlungenen Riemen und
    - einen Hydraulikkreis mit einer Pumpe (20) zur Zuführung von Öl an beide Servoeinrichtungen (9 und 10); und
    daß das Steuersystem für das Übersetzungsverhältnis mit einer Einrichtung zur Einstellung des erforderlichen Übersetzungsverhältnisses ausgestattet ist, die auf das tatsächliche Übersetzungsverhältnis, die Motorlast und die gewünschte Fahrgeschwindigkeit anspricht und das erforderliche Übersetzungsverhältnis einstellt, sowie mit einem Übersetzungsverhältnis-Steuerventil zum Steuern der der Servoeinrichtung (9) des Antriebsriemenrades (7) zugeführten Ölmenge, um das Übersetzungsverhältnis auf den erforderlichen Wert zu verändern, wobei der Korrekturwert ein vorbestimmter Wert ist, der dem tatsächlichen Übersetzungsverhältnis hinzuaddiert wird.
EP88307911A 1987-08-31 1988-08-26 Fahrtregler-System für ein Kraftfahrzeug mit stufenloser Kraftübertragung Expired - Lifetime EP0306229B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP62217550A JP2821531B2 (ja) 1987-08-31 1987-08-31 無段変速機付車両の定速走行制御装置
JP217550/87 1987-08-31

Publications (2)

Publication Number Publication Date
EP0306229A1 EP0306229A1 (de) 1989-03-08
EP0306229B1 true EP0306229B1 (de) 1992-05-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP88307911A Expired - Lifetime EP0306229B1 (de) 1987-08-31 1988-08-26 Fahrtregler-System für ein Kraftfahrzeug mit stufenloser Kraftübertragung

Country Status (4)

Country Link
US (1) US4947953A (de)
EP (1) EP0306229B1 (de)
JP (1) JP2821531B2 (de)
DE (1) DE3871040D1 (de)

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JPH02299937A (ja) * 1989-05-13 1990-12-12 Iseki & Co Ltd 走行車両に於ける車速牽制制御装置
GB9202676D0 (en) * 1992-02-08 1992-03-25 Massey Ferguson Sa Vehicle road speed control system
GB2282194B (en) * 1993-07-29 1998-01-14 Fuji Heavy Ind Ltd Failure detecting system and method for automatic transmission
DE4343426C1 (de) * 1993-12-18 1995-03-23 Daimler Benz Ag Verfahren zum Regeln der Getriebeübersetzung eines stufenlosen Wechselgetriebes eines Kraftfahrzeuges
US6054844A (en) * 1998-04-21 2000-04-25 The Regents Of The University Of California Control method and apparatus for internal combustion engine electric hybrid vehicles
US6847189B2 (en) * 1995-05-31 2005-01-25 The Regents Of The University Of California Method for controlling the operating characteristics of a hybrid electric vehicle
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JP3513314B2 (ja) * 1996-02-20 2004-03-31 富士重工業株式会社 車両用無段変速装置の制御装置
DE19911538C1 (de) * 1999-03-16 2000-11-23 Daimler Chrysler Ag Vorrichtung zur Veränderung der Übersetzung eines kontinuierlich verstellbaren Getriebes als Bestandteil einer Fahrgeschwindigkeitsregelung für Kraftfahrzeuge
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JP3578046B2 (ja) * 2000-05-16 2004-10-20 日産自動車株式会社 車速制御装置
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Also Published As

Publication number Publication date
EP0306229A1 (de) 1989-03-08
JPS6460437A (en) 1989-03-07
JP2821531B2 (ja) 1998-11-05
DE3871040D1 (de) 1992-06-17
US4947953A (en) 1990-08-14

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